CN110072712B - Method and system for estimating severity of tire usage - Google Patents
Method and system for estimating severity of tire usage Download PDFInfo
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- CN110072712B CN110072712B CN201780077569.XA CN201780077569A CN110072712B CN 110072712 B CN110072712 B CN 110072712B CN 201780077569 A CN201780077569 A CN 201780077569A CN 110072712 B CN110072712 B CN 110072712B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/20—Devices for measuring or signalling tyre temperature only
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N23/00—Investigating or analysing materials by the use of wave or particle radiation, e.g. X-rays or neutrons, not covered by groups G01N3/00 – G01N17/00, G01N21/00 or G01N22/00
- G01N23/02—Investigating or analysing materials by the use of wave or particle radiation, e.g. X-rays or neutrons, not covered by groups G01N3/00 – G01N17/00, G01N21/00 or G01N22/00 by transmitting the radiation through the material
- G01N23/06—Investigating or analysing materials by the use of wave or particle radiation, e.g. X-rays or neutrons, not covered by groups G01N3/00 – G01N17/00, G01N21/00 or G01N22/00 by transmitting the radiation through the material and measuring the absorption
- G01N23/18—Investigating the presence of flaws defects or foreign matter
- G01N23/185—Investigating the presence of flaws defects or foreign matter in tyres
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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- Health & Medical Sciences (AREA)
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- General Health & Medical Sciences (AREA)
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- Tires In General (AREA)
Abstract
The invention relates to a method for estimating the severity of the use of a tyre fitted on a vehicle, comprising the following steps: -a step of measuring the vehicle speed and the vehicle load, -a step of evaluating the power dissipated heat generation inside the tyre from the measurements performed, and-a step of determining the internal temperature of the tyre from this power, -a step of recording the number of revolutions of the wheel and/or the time elapsed in the use situation corresponding to a given temperature interval. The invention also relates to a system for implementing said method.
Description
Technical Field
The present invention relates to the use of road vehicle tires, in particular tires for towed road transport vehicles. The present invention specifically relates to methods and systems for assessing the severity of these use conditions.
Background
It has been noted that the heat effect is caused by the heat dissipated inside the tires when the semitrailer is driven. Now, maintaining a high internal temperature for a long time causes deterioration of the materials forming the tire (in particular, rubber and reinforcements).
Such vehicles are typically provided with a Braking computer, also known as a Trailer Electronic Braking System (TEBS), which may provide various functions such as attitude adjustment, load measurement, brake control modulation, and even anti-lock Braking functions.
The vehicle may also be provided with a telematics system that integrates and transmits geographic, load, and speed information.
However, to date, these computers have not provided information about the use conditions of the tires, which can lead to thermal effects and therefore to premature aging of the tires. Now, knowing these usage conditions may be useful for a carrier or fleet manager to optimize his or her vehicle, or for a service provider to optimize the services of a carrier or fleet manager of tires.
The application WO 2008046766 a1 discloses a method for indicating the ageing experienced by a tyre, in which the temperature is measured locally at least one point of the tyre. However, this method requires a temperature sensor to be directly mounted in the tire, which affects tire manufacturing and incurs additional costs.
Theoretically, if all the history (load, speed) over time is recorded, the thermal history can be recalculated a posteriori. However, since the chronological order is important, this requires the storage or transmission of large amounts of data.
The present invention therefore aims to provide a method and a system for assessing the severity of the conditions of use of a tyre while compensating for the above-mentioned drawbacks.
Disclosure of Invention
The present invention therefore relates to a method for estimating the severity of the use conditions of tyres mounted on vehicles, comprising the steps of:
-a step of measuring the vehicle speed and the vehicle load,
-a step of evaluating the power of the internal dissipative heat generation of the tyre from the measurements performed, and
-a step of determining the temperature inside the tyre as a function of the power,
-a step of recording the number of revolutions and/or the time elapsed for the performed wheel and a step of updating the count of the number of revolutions and the time by a temperature level.
The term "internal temperature" of the tyre is understood to mean the temperature within the materials forming the tyre structure.
The invention described comprises: the thermal model is updated in real time in the embedded computer by calculating estimates of tire temperature from measurements sent to the computer by the sensors, and assembling a representation of the reduced, generalized thermal severity without transmitting a data stream.
The method is advantageously implemented by an estimation system according to the invention comprising an embedded computer and a data recording device. The braking computer includes various functions that may:
-measuring the vehicle speed and the vehicle load,
-evaluating the power of the internal dissipative heat generation of the tyre from the measurements performed, and
-determining the internal temperature of the tyre as a function of the power.
The embedded computer implemented in the present invention may be a braking computer, or a computer incorporated in a telematics unit installed in the vehicle, or any other computer specific to the vehicle. In fact, after the embedded sensor measurements, the computer is able to receive data on the vehicle load and speed, data available on the data bus of the vehicle.
In practice, the braking computer, which is normally mounted on the semitrailer, comprises means for determining the load and instantaneous speed of each axle. From this information, the heat source inside the tire and the thermal convection coefficient with the surrounding air can be evaluated.
In the method according to the invention, the internal temperature of the tyre can then be estimated using a digital thermal model of the tyre, which model is interpreted in real time on the basis of the load and speed measurements and the available temperatures. Advantageously, a generic model is used, which corresponds to the tires conventionally used, the position on the vehicle (front or rear) and the vehicle in question. In fact, the present invention is not intended to provide the remaining useful life of a real tire, but rather to provide information on the severity of the condition of use.
It has been found that this information can be obtained from a generic model without adapting it to each specific tire and without updating the model parameters as the tire wear progresses.
The digital model (the resolution of which will be described in detail later) is implemented, for example, by a computer embedded in the vehicle. Now, it is useful to limit the computing power that is implemented in order not to prevent the computer from performing operations for other purposes. For this reason, the equation and the degree of freedom of the thermal model can be reduced to the direction in which the strongest thermal gradient occurs. The circumferential gradient is substantially zero and the radial gradient is lower in the region of interest. The gradient perpendicular to the tire surface dominates the heat flow. Therefore, the calculation of the temperature is reduced to the distribution of the thickness, and it is conceivable that a large resource is not occupied in the calculation time.
Likewise, the time interval for temperature updates is longer so as not to consume too much computing power, while shorter time intervals for temperature updates may capture vehicle speed transients, for example from 0.1s to 10 s.
The system also comprises means for recording the number of revolutions of the wheel performed under use conditions corresponding to a given temperature interval. In practice, it has been found that the mechanical fatigue of the tires is related to the number of mechanical revolutions, their amplitude and the temperature at which they occur. Generally, an increase in temperature can negatively affect the strength of the material. This is why it is proposed here to estimate the degree of use severity by counting the number of revolutions per temperature level (wheel revolutions) or the time elapsed per temperature level. Some chemical degradation processes also involve the time elapsed at high temperatures. That is why the time elapsed for each temperature level is also counted.
In a particular embodiment, the method further comprises the step of measuring the ambient temperature. In an exemplary embodiment, this step is implemented by an ambient temperature sensor installed, for example, in the brake computer. Advantageously, this ambient temperature is taken into account for the evaluation of the power dissipated to generate heat or for the calculation of any other heat balance.
In another embodiment that may be combined with the previous embodiment, the method comprises the step of measuring the internal temperature. In the System according to the invention, this measurement is carried out, for example, by means of a device of the type of a thermometer Tyre Pressure Monitoring System (TPMS).
In an advantageous embodiment, the method according to the invention comprises a step of measuring the temperature of the rim on which the tyre is mounted. Advantageously, this step is carried out by a temperature sensor for sensing the temperature of the rim on which the tyre is mounted.
In an advantageous embodiment, the method according to the invention comprises the step of resetting the record to zero when the installation of a new tyre is detected.
As previously mentioned, the present invention is directed to providing not only a means of assessing the severity of a use condition, but also to converting this information into data that can be analyzed by a user.
Thus, in an advantageous embodiment, the system according to the invention comprises means for constructing a histogram of the time and the number of laps for each temperature level from the recorded information and means for displaying the histogram in a diagnostic tool.
From the recorded information, several applications available to the fleet manager may also be proposed, such as tire aging alerts, so that the manager can know when to change the tires of the vehicle. A warning for the driver can also be envisaged when the recorded information shows an abnormal severity of the use of the tyre, and this warning is independent of the state of wear of the tyre.
In another embodiment, tire degradation is estimated using arrh niene dynamics or related methods to estimate the consumption of protective substances present in the tire rubber and/or the aging of the constituent tire materials.
In another example, the braking computer sends the recorded information to a telematics system or mobile terminal of the vehicle, the transmission being performed over a CAN bus or over radio frequencies.
In another example, the described calculations are performed by a computer that has access to the load and speed data streams and, if appropriate, also to the temperature data via the CAN bus, as may be the case with a telematic computer.
Drawings
Other objects and advantages of the present invention will appear clearly from the following description of preferred but non-limiting embodiments thereof, illustrated by the following drawings, in which:
figure 1 shows a section of the tyre,
figure 2 shows an example of isotherms in a tyre,
figure 3 shows a schematic view of the heat exchange inside the tyre,
fig. 4 shows the trend of the internal temperature of the tire in a section of the rolling interval.
Detailed Description
Figure 1 shows a simplified structure of a meridian section and its components of a heavy truck tire. Fig. 2 shows the embedding of isotherms around the temperature extremes of the shoulder. The section CC passes through the extremum region. Along this line, the temperature gradients in the circumferential and meridional directions are very weak, and the heat flux is substantially collinear with line C-C. Figure 3 schematically illustrates heat exchange within a tyre similar to that of figure 1. Accordingly, reference numerals used in fig. 1 and 3 denote the same elements.
A simplified thermal operation of the area is presented, reduced to one dimension, e.g. stacked layers of material, each material being characterized by (a) their thermal characteristics (electrical conductivity, volumetric heat capacity) and (b) an estimated function of the volumetric source according to load, speed, local current temperature and dissipation of the tyre braking. The function is established by actual measurement or based on comprehensive digital simulation.
In general, the thermal conductivity of the rubber mixture has a value of 0.25 to 0.30W/(K.m), the density of which is close to 1100kg/m3Its mass heat capacity is about 1470J/Kg/K.
This function can be expressed as a single function P (z, v) depending on the tyre load z and its speed v, a factor Q depending on the local temperature, and a constant coefficient K for each materialiThe product of (a): pi(z，v，Ｔ)＝Ki·P(z，v，)·Q(T)。
Typically, the source P of a tire rolling at 60 ℃ at a speed of 10m/s (36km/h) has a value of 2.5E +4W/m3 at the tread, i.e. a dissipation per turn of 7500J/m 3. The source decreases with temperature and increases with load and speed.
Fig. 1 shows an example of a tyre, which is non-limiting, since the invention can be applied to tyres having different structures in terms of number and nature of components.
The outermost layer of the tire is the tread BR, which is in direct contact with the ambient air a surrounding the vehicle in which the system according to the invention is installed. It is pointed out here that in the case of the invention, this temperature of the ambient air is measured, for example, by a sensor mounted on the vehicle and can be taken into account when determining the internal temperature of the tire.
The tread is usually attached to the underlayer SC, ensuring bonding with the crown ply. The underlayer is typically of a different composition than the tread. This underlayer is mounted on a crown ply NS comprising reinforcing elements such as fabric or metal. These crown plies NS terminate in a crown foot PS, above the carcass plies which are located on an inner liner GI of the internal gas volume G, which is in direct contact with the internal gas G. Thus, a temperature gradient is generated from the tread block BR to the internal gas within the structure of the tire.
The internal gas, also called inflation gas, is confined between the tire and the wheel. Therefore, heat exchange is performed between the gas G and the wheel R, and the wheel R itself performs heat exchange with the ambient air a.
The method according to the invention, implemented by a braking computer in a tyre having a structure similar to that of figure 1, will now be described.
The solution principle is as follows: at each finite time interval dt, for example 1 second, the braking computer updates the average load per tire and the speed per tire. It calculates the heat source for each material region, and the exchange coefficient of the wall. As previously mentioned, ambient temperature may be available.
The equation for discrete transient heat integrates over the duration of dt, which provides an estimate of the temperature in the standard cross section:
the unknowns are the temperature T (z, T) at time T and depth z, according to the external surface of the section (z ═ 0) and the inflation gas TG(t) the temperature at time t is calculated. The flow rate limiting condition on the ambient air side is Φ a ═ Ha(T(0,t)-Ta). Exchange coefficient H at the outer wall aligned with section CCaDependent on the speed v and T of the vehiclea. At high speedIn the case of a degree of 80 km/h, it is usually 50W/m2and/K. And on the internal gas side phiG＝HG(T(zG,t)-TG). If applicable, the temperature T of the internal gasGFrom the TPMS sensors, otherwise estimated by the method described below.
The initial temperature is established at ambient temperature or a default value.
At a constant temperature TGMass m is consideredGThe internal gas G of (2). It exchanges heat with all the walls defining the internal volume
Wherein HiIs the exchange coefficient between the inner wall and the internal gas, CvIs the volumetric heat capacity, SGIs the cross section, T is the effective temperature of the inner wall, defined as the ambient temperature TAAnd temperature T (z) of the inner wall of section CCG) Is calculated as the weighted average of (a).
T*＝[βT(zG)+(1-β)TA]
Usually β is 0.12.
According to the conventional finite element method, the section CC is discretized in segments defined by nodes.
The equation can then be solved by using the explicit euler solution by keeping the dt quite small to stabilize the solution (Δ t)<<(Δz/a)0.5Where Δ z is the minimum separation and a is the corresponding diffusion coefficient):
advantageously, other known solutions can also ensure improved stability for large intervals dt if the embedded computer has sufficient memory and performance (Crank-Nicolson, Adams-Moulton, Gear, Newmark). In the case of unequal thickness intervals, the laplacian Δ T is estimated according to a finite element method with a function of a suitable form, such as a "cap" function.
A temperature map for the rolling interval may then be established as shown in fig. 4. The bottom curve shows the vehicle speed for a learned rolling interval. The top graph shows the internal temperature of the tire for this same rolling interval. The abscissa shared by the two curves represents time. The temperature of the tire is expressed in terms of depth, which is calculated relative to the tread surface.
In this example, it is observed on this curve that after 1650s, the speed of the vehicle is zero and the tire cools. The hot spot of the tire is located at a depth of about 11mm, which means that the material located at this point will be the material most susceptible to aging for this interval.
In each interval dt, the temperature profile found is used to update two histograms: (a) the time elapsed in the temperature class and (b) the number of wheel revolutions in the temperature class.
By performing weighting
To use histogram (b): wherein n isiIs the size of the rank, NiIs temperature class TiIs measured. Score of
Is determined.
The histogram (a) is used according to Arrhenius' law. In general, the rate of aging
T in (1) is the temperature expressed in K, E is the activation energy generally between 40 and 80kJ/mol, R is the ideal gas constant, and A is a constant. Score of
The system may also provide a fraction S related to the energy efficiency of the tire due to the lower rolling resistance of the tire when it is hot3. The score is formed by a histogram (b) that dissipates d by cyclic weightingiDissipation diIs a temperature T according to the frequency of occurrence of the grade iiFunction of (c):S3＝∑idini/∑ini. This score is particularly useful for characterizing applications that are primarily transient.
The embedded computer keeps the histogram up to date. The score calculation may be performed remotely in the diagnostic software or the diagnostic server.
Advantageously, the tire model applies the specified parameters to an embedded or remote system instead of the generic parameters.
Claims (8)
1. A method for estimating the severity of the use condition of a tyre fitted on a vehicle, said method comprising the steps of:
a step of measuring the vehicle speed, the vehicle load and the local present ambient temperature,
a step of evaluating the power dissipated into heat inside the tyre based on the following formula from the measurements carried out,
wherein, z: tire load, v: speed, T: local current ambient temperature, Ki: constant coefficient, P, of each materiali: power dissipated by the interior of the tire, P (z, v): depending on tire load z and speed v, q (t): depending on the local current ambient temperature,
a step of determining the tire internal temperature T (z', T) based on the following formula based on the power,
wherein, t: time, z': depth, λ: thermal conductivity, ρ: density, C: the mass heat capacity at constant pressure,
a step of recording the number of revolutions of the wheel performed and/or the time elapsed under the use conditions corresponding to a given temperature interval.
2. The method of claim 1, including the step of measuring the temperature of a rim on which the tire is mounted.
3. Method according to claim 1, comprising the step of resetting the record to zero performed when the installation of a new tyre is detected.
4. The method of claim 1, further comprising means for determining from the recorded content that maintenance or inspection of the tire is required.
5. A system for estimating the severity of the usage condition of a tire mounted on a road vehicle, the system comprising a braking computer, the braking computer comprising:
means for measuring the vehicle speed, the vehicle load and the local prevailing ambient temperature,
means for evaluating the power dissipated heat generation inside the tyre based on the following formula from the measurements performed,
wherein, z: tire load, v: speed, T: local current ambient temperature, Ki: constant coefficient, P, of each materiali: power dissipated by the interior of the tire, P (z, v): depending on tire load z and speed v, q (t): depending on the local current ambient temperature,
means for determining the internal temperature T (z', T) of the tyre on the basis of the following formula on the basis of the power,
wherein, t: time, z': depth, λ: thermal conductivity, ρ: density, C: the mass heat capacity at constant pressure,
the system also comprises means for recording the number of revolutions of the wheel performed and/or the time elapsed under the use conditions corresponding to a given temperature interval.
6. The system of claim 5, further comprising an ambient temperature sensor installed in the brake computer.
7. The system of any one of claims 5 or 6, further comprising a temperature sensor for detecting a temperature of a rim on which the tire is mounted.
8. A system according to claim 5, including means for alerting a user of the vehicle of the need for maintenance or inspection of the tyres.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1662533A FR3060463A1 (en) | 2016-12-15 | 2016-12-15 | METHOD AND SYSTEM FOR ESTIMATING THE SEVERITY CONDITIONS OF USE OF A PNEUMATIC |
| FR16/62533 | 2016-12-15 | ||
| PCT/FR2017/053472 WO2018109336A1 (en) | 2016-12-15 | 2017-12-08 | Method and system for estimating the severity of tyre usage conditions |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110072712A CN110072712A (en) | 2019-07-30 |
| CN110072712B true CN110072712B (en) | 2022-02-15 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201780077569.XA Active CN110072712B (en) | 2016-12-15 | 2017-12-08 | Method and system for estimating severity of tire usage |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US11167604B2 (en) |
| EP (1) | EP3554862B1 (en) |
| CN (1) | CN110072712B (en) |
| FR (1) | FR3060463A1 (en) |
| WO (1) | WO2018109336A1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3120015B1 (en) | 2021-02-25 | 2024-04-12 | Michelin & Cie | Method of instrumenting a tire for measuring the internal temperature while driving |
| FR3120014B1 (en) | 2021-02-25 | 2024-05-24 | Michelin & Cie | System for measuring the internal temperature of a tire while rolling |
| US11959827B2 (en) | 2021-03-12 | 2024-04-16 | Bridgestone Americas Tire Operations, Llc | Estimating tread depth remaining on vehicle-mounted tire by estimating thermal mass of tire based on detected changes in detected operational data and tire condition data over time |
| EP4319994A1 (en) * | 2021-04-09 | 2024-02-14 | Bridgestone Americas Tire Operations, LLC | System, method, and tire aging model for quantifying field usage severity of motor vehicle tires |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101528486A (en) * | 2006-10-20 | 2009-09-09 | 米其林技术公司 | Method of indicating the degree of ageing experienced by a tyre |
| CN104517441A (en) * | 2013-09-30 | 2015-04-15 | 复旦大学 | Dumper load monitoring system based on tire pressure detecting |
| CN105492224A (en) * | 2013-09-20 | 2016-04-13 | 株式会社小松制作所 | Tire abnormality management system, and tire abnormality management method |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ATE410317T1 (en) * | 2001-07-24 | 2008-10-15 | Tuev Automotive Gmbh Unternehm | METHOD AND SYSTEM FOR MONITORING THE OPERATION OF A VEHICLE TIRE AND VEHICLE TIRES |
| US20030164759A1 (en) * | 2002-03-01 | 2003-09-04 | Lear Corporation | System and method for tire pressure monitoring with optimal tire pressure indication during tire pressure adjustment |
| WO2005016670A1 (en) * | 2003-08-19 | 2005-02-24 | Kabushiki Kaisha Bridgestone | Sensor-incorporated tire and tire condition estimating method |
| JP4215597B2 (en) * | 2003-08-26 | 2009-01-28 | 横浜ゴム株式会社 | Tire failure alarm device and pneumatic tire |
| WO2007086556A1 (en) * | 2006-01-30 | 2007-08-02 | The Yokohama Rubber Co., Ltd. | Method and device for evaluating pneumatic tire |
| WO2015138431A2 (en) * | 2014-03-10 | 2015-09-17 | Itire, Llc | Smart tag assembly for mounting on an object to be tracked |
| US9434409B2 (en) * | 2014-04-03 | 2016-09-06 | The Goodyear Tire & Rubber Company | Tire lateral force model with temperature adaptation and method |
-
2016
- 2016-12-15 FR FR1662533A patent/FR3060463A1/en not_active Withdrawn
-
2017
- 2017-12-08 EP EP17821699.0A patent/EP3554862B1/en active Active
- 2017-12-08 US US16/469,862 patent/US11167604B2/en active Active
- 2017-12-08 CN CN201780077569.XA patent/CN110072712B/en active Active
- 2017-12-08 WO PCT/FR2017/053472 patent/WO2018109336A1/en unknown
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101528486A (en) * | 2006-10-20 | 2009-09-09 | 米其林技术公司 | Method of indicating the degree of ageing experienced by a tyre |
| CN105492224A (en) * | 2013-09-20 | 2016-04-13 | 株式会社小松制作所 | Tire abnormality management system, and tire abnormality management method |
| CN104517441A (en) * | 2013-09-30 | 2015-04-15 | 复旦大学 | Dumper load monitoring system based on tire pressure detecting |
Also Published As
| Publication number | Publication date |
|---|---|
| EP3554862B1 (en) | 2022-03-30 |
| EP3554862A1 (en) | 2019-10-23 |
| US20190315165A1 (en) | 2019-10-17 |
| WO2018109336A1 (en) | 2018-06-21 |
| US11167604B2 (en) | 2021-11-09 |
| CN110072712A (en) | 2019-07-30 |
| FR3060463A1 (en) | 2018-06-22 |
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